JPS6035647A - Antiskid controller - Google Patents

Abstract

PURPOSE:To obtain the superior control for antiskid by judging the mu level of the frictional coefficient by comparing the speed and acceleration calculated by a wheel speed and acceleration calculating means with a standard speed and a standard accleration and varying the brake pressure decompression completion level in accordance with the mu level. CONSTITUTION:Each wheel speed signal supplied from car-speed sensors (c) and (d) is input into a control circuit (e). The wheel speed/acceleration calculating means (f) in the control circuit (e) calculates the wheel speed and acceleration on the basis of the above-described signals, and the wheel speed and acceleration which are calculated by a judging means (g) are compared with a standard speed and a standard acceleration for estimating the frictional coefficient mu between a road and a tire, and the mu level is judged. A varying means (h) outputs the signal for varying the decompression completion standard level of the brake hydraulic pressure according to the judged mu level and controls the adjusting members (a) and (b) for brake hydraulic pressure.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention is an anti-skid control device for a vehicle, and in particular, estimates a coefficient of friction 71 between the road surface and tires, and changes a brake oil pressure reduction end reference level according to the μ level. The present invention relates to an anti-skid control device.

The undesired skid control device for vehicles is designed to prevent
In order to ensure steering performance, running stability, and shorten braking distance of the vehicle, the brake hydraulic pressure is automatically increased, maintained, or decreased depending on the vehicle running condition. RuJ: I'm doing it.

However, the driving conditions of vehicles vary widely, including the nature of the road surface itself (high μ roads typified by dry concrete, intermediate μ roads typified by wet asphalt, and low μ roads typified by waterways), the degree of tire wear, etc. The coefficient of friction μ between the road surface and the tie 1 varies depending on the road surface condition due to type, weather, etc., and undesired skid control can be performed well regardless of the driving condition of the vehicle. is desired.

The present invention has been made in view of the above, and is designed to improve road surface and tie V
The object of the present invention is to make it possible to obtain good undesired skid control regardless of the friction coefficient .mu.

For this reason, the anti-skid control device of the present invention, as shown in FIG. Medium speed sensors c1..., d that generate ci bow, and the vehicle speed sensor C
1..., d () The above-mentioned adjustment parts a, . . .
・If the control circuit e has an output to
i) In the engine skid control device, the control circuit e is provided with the reference speed and reference acceleration for estimating the friction coefficient μ between the road surface and the tie A2, and the wheel speed and acceleration rate described above. determining means g for determining the μ level by comparing the wheel speed and wheel acceleration determined by means f; It is characterized by providing a means of changing the level. The present invention will be described below with reference to the drawings.

FIG. 2 is a system diagram schematically showing the overall configuration of an undesired skid control device installed in a rear wheel drive vehicle.

In the figure, 1 to 4 represent each wheel of the vehicle; 1 is the right front wheel, 2 is the left front wheel, 3 is the right rear wheel, and 4 is the left rear wheel. 5d and 7 are electromagnetic pickup type or photoelectric conversion type vehicle speed sensors for detecting the wheel speed, respectively. Of these, 5 is located near the right front wheel 1 and 4.
1, the right front wheel generates a signal according to the rotation of the right front wheel 1, and 6 is attached near the left front wheel 2,
A left front wheel speed sensor generates a signal according to the rotation of the left front wheel 2, and 7 is a sensor that transmits power to the right rear wheel 3 and the left rear wheel 4, which are drive wheels. , Right rear wheel 3rd position: Generates a signal according to the rotation of the propeller shaft 8 corresponding to the average rotation speed of the rear wheel 4 Rear wheel speed sensor 4
]. 9 to 12 are hydraulic brakes 8A, respectively, the hydraulic brake device 9 is attached to the right front wheel 1, the hydraulic brake device 10 is attached to the left front wheel 2, and the hydraulic brake device 9 is attached to the left front wheel 2.
11 is attached to the right rear wheel 3, and a hydraulic brake device 12 is attached to the left rear wheel 4.
They are arranged in -. 13 is a brake pedal; 14 is a stop switch for detecting braking 111 and non-braking according to the shape of the brake pedal 13;
15 represents a hydraulic cylinder that generates brake hydraulic pressure when the play pedal 13 is depressed, and 10 represents a 111ID bonnet that generates hydraulic pressure in response to engine rotation.
, 17 to 19 adjust the oil pressure of the hydraulic cylinders 15 and 16 according to the output from the electronic control circuit 2G, which will be described later. 7≦)
The last one (17) corresponds to the hydraulic brake device 10 of the right front wheel 1 (corresponds to the hydraulic brake device 10 of the front right wheel 1).
I: Front wheel actuator, 19 is a rear wheel actuator corresponding to the hydraulic brake device 11.12 of the rear wheel 3.4. 20 to 23 are actuators 17 to 19
This is a hydraulic pipe line for guiding the adjusted hydraulic pressure from the hydraulic brake device 9 to 12, and 20 of these are hydraulic pipes for guiding the adjusted hydraulic pressure from the front right wheel) actuator 17 and the hydraulic brake device 9 of the right front wheel 1. L1 pipe, 21 (hydraulic pipe installed between the left front wheel actuator 18 and the hydraulic brake device 10 of the left front wheel 2, 22 is the rear wheel actuator 1)
A hydraulic pipe line 23 is stepped between the rear wheel actuator 19 and the hydraulic brake device 11 of the right rear wheel 3;
The hydraulic line 24 is connected between the electromagnetic solenoids of the actuators 17 to 19 and the power supply source according to the output of the electronic control circuit 111826. The main relay 25 switches the connection between Table 401゜26 is the 911th inscription of the Rairyo system, width) *Hinri 5 to 7, and the indicator runzo to notify that 5% '7jj has occurred in Sisla 11. Receiving the signal [Processing for J1 non-skid control] Controllers 1 to 19, main relay 2
4 and indicator run - Jf 25 1ll1112
1+ Represents the thing that generates the exit horn J0] - distributed front wheel actuator 171, left front wheel actuator 18,
and the rear wheel actuator 19 as shown in FIG.
Adjust the oil pressure from the hydraulic pump 1G to the specified pressure J
a regulator section 27, a control valve section 28 including an electromagnetic solenoid for increasing/decreasing control for switching the increase/decrease direction of the brake oil pressure, and a slow/sudden control ill for switching the increase/decrease gradient of the brake oil pressure into two stages, slow and fast. A brake hydraulic pressure adjustment unit 29 including an electromagnetic solenoid for the hydraulic brake is provided, and the hydraulic pressure output from each hydraulic brake is transmitted to the brake wheel cylinder of each hydraulic brake device via each oil pipe. This will cause brakes to be applied to each middle wheel.

Further, the electromagnetic solenoid for increasing/decreasing control reduces the hydraulic pressure when energized, and the electromagnetic solenoid for slow/sudden control makes the increase/decrease gradient steeper, for example, when energized.

The electronic control circuit 26 has a circuit configuration as shown in FIG. 18'';:3 is configured to be a pulse signal suitable for processing by the microcombi eater 35 (cog, and other waveform shaping amplifier circuits 31 and 32't), respectively, into an IrJ1-like pulse signal 8.33 is Stop switch 14
34 is a power supply circuit for supplying a constant voltage to the microcombi eater 35 etc. when the ignition switch 41 is turned on; 35 is a power supply circuit electrically connected to the CPU 3;
5a.

ROM 35b, ROM35b, I10 circuit 35d, etc. are used to represent the micro combicoater, and 36 to 40 are drive circuits that output lζ output to the microphone in accordance with the control signal from the combicoater 35, and these Of these, 36 are right front wheel actuator drive circuits for driving the electromagnetic solenoid of the right front wheel actuator 17;
37 (Yo) 1 Front wheel actuator drive circuit for driving the electromagnetic solenoid of front transport actuator 1B, 3
8 is a rear wheel drive circuit for driving the electromagnetic solenoid of the rear wheel actuator 19, and 39 is a coil 24 of the main relay 24 having a normally open contact 24a. The main relay drive circuit for turning on the normally open contact 24a by energizing B, 40 turns on the indicator lamp 25) 3.
This figure shows the indicator lamp drive circuit for

Next, we will explain the processing and operation of this J, tf4, k, and l'inch skid control system.

When the ignition switch 41 is turned on, a constant voltage from the power supply circuit 34 is applied to the microcomputer 35, etc., and the CPU 3 of the microcomputer 35
5 at; The execution of the program starts in accordance with the program preset in the ROM 35b.

Figure 5 (, 1) The main part of this vaginal treatment (!' schematic representation) is I-J~Bl+ -1-, and here 1!
I! 17
tl start time 0) Mi;/, j Rough 101 D T Performs initialization processing before subsequent processing, such as resetting various flags to be described later.

After that, steps 102, 103, and 10 are performed according to the determination result in step 107.
4 and step 105, flip 10G and step 10
7 and 13i1i processing, or step 1
02 and step 103 and step 104 and step 10
5, step 106, step 107, and step 108
A series of processes consisting of and step 109 are repeatedly executed until the ignition switch 41 is turned off.

In this series of processing, control is performed at step 102.
++ yr possible'l"l"; jl processing J'3 and control 91
1 Execute start determination processing. That is, to instruct a change in the selection of the middle wheel speed of one of the plurality of estimated vehicle speed candidates when shutting off the estimated vehicle body energization in step 104 of the estimated vehicle speed output processing step 104. When the ``1'' flag Fact is set and reset, an instruction to change the processing content of the running route determination processing step 103, which will be described later, and a timer interrupt routine, which will be described later, are executed. Knee 1 - Instructions as to whether or not to execute pattern selection 1 shaku step 20G accommodation, and instructions on whether to execute the pattern selection 1 shaku step 20G, and perform it at step 105, which will be described later.
+- Speed selection ti? Ijil start flag F! i I ; Execute Uttu Reren 1 to vl of I.

Next (Currently right-hand side cars are running at Gosunotto 1103)
The friction coefficient μ and J of road 0, which depends on the road surface condition, etc.
11, and the unevenness of the road surface is determined, and the driving route is a high μ road such as a dry road, an intermediate μ road such as a 77k l' road, or a waterway. The typical low μ road is a so-called good road where the degree of unevenness is h'X extremely gentle' A so-called extremely bad road (including a wavy road) that easily poses a problem to the control is executed.A traveling route discrimination process is executed to discriminate the FL: trade of the road itself according to specific conditions.The contents of this discrimination process are summarized below. To state, each [1
The corresponding wheel speed I/VW data is generated based on the signal from the 1st speed sensor 5.6.7 (however, the wheel speed of the rear wheel is based on the actual wheel speed of the right rear wheel 3 and the left rear wheel speed). a), which corresponds to the average wheel speed with the actual wheel speed of wheel 4;
Based on the wheel acceleration W data, the multiple levels of semi-acceleration data stored in advance in the ROM 35b, and the multiple reference speed data calculated by the speed line processing block 105, Processing corresponding to the magnitude comparison of various parts such as wheel speed, wheel acceleration, reference speed, reference acceleration, etc. is performed on the wheel 17j, and the force/kunta to be incremented to increment 1 to decremented according to the processing result is A comparison is made between the first shift and a predetermined set value, and the driving state is finally determined based on the comparison result.

Next, in step 10/1, C estimated vehicle speed calculation processing is executed. To give an overview of this process, there are three candidate speeds when creating If constant vehicle speed data: the calculated wheel speed and the actual vehicle running state (including braking). The upper and lower limits of the travel acceleration that can be taken from the previous estimated vehicle speed calculation process, and the two values based on the estimated vehicle speed, etc. Among the speeds consisting of the first and second ltl and constant width body speed equally applied by each of the ul G' formulas, the intermediate value is determined as the 111 constant vehicle body speed. In this case, the wheel speed, which is one of the candidate speeds, is determined by the above-mentioned control ++v'reri, -C in the 17fl fetus determination processing step 102, and the rF permission flag act as described above.
In the period d5 when is in the relet state, the wheel speed that takes the middle value of the three wheel speeds is selected as a candidate,
On the other hand, during the period in which the permission flag l''act is in the reflex 1~state, one wheel speed having the maximum firI is selected as a candidate.

Next, in step 105, is the standard speed Kode-dokoro Tanuki real? be tested. 11λ of this processing content is the above-mentioned interval (3 frac "
It can be said that the control starts when the sla is reversed from the long state to the let state, and the depressurization starts. ), IIJ III 1719. (f judgment tool i (starts the speed, J2tic! After the start flag Fsta is set, that is, after the control il+ starts, J5 is used to prevent malfunctions of the 7-drivers 17 to 19 due to road noise, electrical noise, etc.) road 1fii noise (vehicle vibration) vs. 11
[Speed, 1% 4LQ+ to avoid starting sweating
Decompression judgment standard speed that is +, intermediate μ judgment standard speed that is the basis for determining intermediate μ roads, and low μ judgment standard that is the standard for determining low μ roads) * Corresponds to each degree. A predetermined calculation formula including at least II constant vehicle speed is created. Regarding the above-mentioned control l + start judgment criterion ¥ = speed, the above-mentioned traveling route discrimination is used to prevent at least one of the actuators 17 to 19 from starting an undesired pressure reduction due to slow braking, especially on a rough road. Bamboo on the road itself determined in processing step 103! 1, the value of the subtractive number in the engenshiki is variable. Also, look at the road noise (vehicle vibration) measures mentioned above! - Regarding the energization and depressurization judgment criteria tIl speed, the value of the deductible in the equation 1+i5'J, respectively, is made variable, and the decompression speed standard is changed according to the road condition. It is designed to prevent excessive depressurization due to overcontrol.

Next, in step 106, the system executes a check. In this process, the J8f-Y corresponds to the state of system normal operation 11.5 stored in advance in the ROM 35b, and the operating state of the above system elements taken in at the time of the process is re-dataled. If it is determined that there is a system abnormality, then (indicates the system operating status) the abnormality flag is set to 1, and if it is determined that there is no abnormality, the abnormality flag is maintained in the ret state or Invert J, Uniruru.

Next, in step 107, the abnormality flag is checked to determine whether or not the -C system is abnormal. The abnormality flag is set to 1.
If it is determined that there is no system seam, the system seam is immediately placed on a constantly operating platform (as described in 1).
+;, II IIJ, start determination process 1q,! 7. -i
TS I 102 Go forward.

- Bu J %1? , If it is determined that Anger Norag is being attacked, that is, a crisis occurs in the system, and bt,
< is ~ ~ is in constant operation (in some cases, step 108 and snop 109 are sequentially increased to fj). Two-note system 11fl: B1, proceed to start determination processing step 102.

Snop 1081. This is a step to notify the operator that an abnormality has occurred in the L system, and to acknowledge that the pinch skid control is not effective. A control signal for lighting the indicator lamp is output to the indicator lamp drive circuit 40 only when it is first determined that a system abnormality has occurred by executing the judgment step 107 as described in F. This control signal is latched into the indicator lamp drive circuit ``l40t;'' into which this control signal is input, so that the indicator lamp 25 continues to light up.In step 108, after outputting the control signal as described above, , when the system automatically returns to the normal operating state, a process is executed to output a control signal 32 to the indicator lamp drive circuit 40 to turn off the indicator lamp 25. Shi J: Yes.

Step 109 is a step for performing a 71-roulow process when the system is operating abnormally.
9 (13 increase/decrease 111j regular electromagnetic solenoid J: slow/sudden control) Regardless of the driving state of the magnetic solenoid at the relevant time, the non-undeskid control mode, that is, the brake hydraulic It outputs a control signal to change the brake hydraulic pressure according to the depression force (braking is performed) to the normal mode and cut off the current to the coil 24b of the main relay 24. When the coil 241) is no longer energized, the normally open contact 2, which had been closed until then, is closed.
4. a is switched to its normally open state, and J
:Rishifukuchi-1-1-Itoyo 17th, 18th, 19th, J3 Braking is performed at this system.
)" - In order to further improve safety 111, in step 109, the power supplies 1 to 1 are turned off as described above, and each actuator drive circuit 36.3 is
For 7.38, process to output the control signal to make the -C electromagnetic solenoid A) a) 11! -(actual(-j!
J8J, let it out.

Figure 6 shows the main performance processing as described above.
Flowchart I- is a schematic representation of a timer interrupt routine that is executed during a predetermined cycle +llJ'r'' during execution of 9f1.

At d5 in this timer interrupt routine, IJ first calculates the wheel speed at each wheel angle in step 201! The following process is executed. In this wheel speed performance step 201,
Computes a predetermined arithmetic expression that includes the difference between the 1~ value of the intermediate pulse during the current process execution and the 1~ value of the intermediate pulse during the previous process execution, a time interval, and a constant. IF
Tl and filtering as necessary, i.e. '&
A process of averaging the wheel insect degrees obtained by a plurality of successive calculations of the arithmetic expression is performed. Incidentally, the force runs 1 through 1 of the vehicle speed pulses described above are executed in a vehicle speed interrupt routine to be described later.

Next, in step 202, a process is executed to calculate the middle wheel acceleration of each middle wheel. In this wheel acceleration step 202, the above-mentioned middle wheel acceleration C11 step 2
A predetermined arithmetic expression including the speed difference between the wheel speed calculated by executing step 01 and the wheel speed calculated by the previous wheel speed calculation step 201, time, and a constant is written in the oil section J. JL, if necessary, filter processing 1 as above! I!
(lf vte(i).

Next, in step 203 (, 51st threshold (as described above, 'l
Ijl Norag ``Determine whether or not act has been turned to red 1, and gt [possible flag F if act has not been turned, i.e., stop switch 1 /I /J < A, etc.'' At t31, the process advances to step 204, and on the other hand, if the permission flag Fact is turned on, steps 1 through 205 are sequentially executed.

” - In the slap 204, the permission flag FiI is set in a3.
In the first process 11& after going to the CL connector 1, in order to return all the actuators 17, 18, 19 to the non-operating state, a control signal for that purpose is sent to the 77 actuator drive circuit 3G. , 37. 38." IJl is (
j. This system' 1 signal was manually operated) 7 units
Inlet 31 of I-ta IW circuit 36, 37, 38 respectively
This control maintains the state corresponding to May, and turns off the current to the electromagnetic solenoid of the corresponding actuator.
IL/, brake hydraulic control is performed in normal mode. Note that the permission fiJ flag "in the second and subsequent processes after act reset 1" is not performed (it is fine). The process shown in FIG. 5 during Nakauchi j continues to be executed fj.

On the other hand, in step 205, which is executed at the same time as the permission flag l":actt1, each wheel speed J3J and Each middle wheel) usage and
A process is performed in which the various reference speeds a5 calculated in step 105 of the reference speed (*output process) shown in FIG. 5 are compared with various preset base piece accelerations.

Next, in step 20'6, a process is executed to select a drive pattern for each of the increase/decrease control electromagnetic solenoid J3 and the slow/sudden control electromagnetic solenoid based on the results obtained in the comparison step 205. be done. Note that various drive patterns corresponding to each solenoid are stored in advance in the ROM 35b.

Next, in step 207, the pressure increase mode and the pressure decrease mode are continued for a period of U''1.Congratulations, the pressure decrease mode is expected to be boring from the normal Andeskid control.11.5 Mass sales-1 continuation In such a case, r, Jl"uJ no fuller l-, acL is ref 1 to middle C hot (also system abnormality 1waiL(, next sump 208 is J3-C's ac f -1, gl-17.18.19 forcibly put into non-operating state, change the drive pattern selected at 20G. Step 1!11 is executed.

Next, in step 208, the final drive pattern is
A process is executed in which the corresponding control 1:1 bow is output to the corresponding J/7/L motor drive circuit 3G, 37.38.

This system till 4jE @ is input 1”-
- The actuator drive circuits 3G, 37, 38 respectively drive the corresponding actuator 1 according to this control 11 signal IITh.
7.1 B, perform a drive output that defines one drive state.

After passing through this output step 208, the process shown in FIG. 5, which has been interrupted, continues to be executed.

Figure 7 is 1 to 1 for each of "J-5, 6, and 7"
This is a mid-speed interrupt routine that is executed in response to the above-mentioned process. Interrupting the process shown in FIG. 5, the actual fJ I! D is started. In this case, considering the case where two or more vehicle speed pulses cause an interrupt instruction to occur at the same time, three
It is not a good idea to give priority to the two vehicle speed interrupt routines in advance.

In this medium speed interrupt routine, step 301 is executed and medium speed pulses are counted. Note that these commands 1 to 11'1 are used in the timer interrupt routine to execute the wheel speed control subroutine 201 as shown above.

FIG. 8 shows the processing contents of the μ level determination means according to the present invention, and is an Iζ flow T--1, which shows a part of the traveling route determination processing step 103 shown in FIG.

In this process, first, in step 401, it is determined whether the control interval 9 (3 flag Fsta is "1") or not. 1.s +, this determination result becomes I' N OJ, and this routine is ended without any other processing.

Control start 77g Fsta+J, 7ray+SW OFF state (z J, or control 8'l enable flag F act is rO
When J(, L, rOJ(・gsu, 7 L/--1;
S W ON The shiny middle wheel speed melon Vw is the control start judgment speed';! ij; When V ss is exceeded (Vw <
Vss) I' 1 J.

When the start of control is instructed and the flag FSta becomes "1",
S) - Judgment result of tube '1.01 is I' Y E S
The status flag sb, which is inverted to J and then instructs the μ level in the shift block 402, is rOJ or not. is determined. If the running condition is 111 lbel, the determination result of step 402 is I''l.
Since it is IE S J, step 403 is executed next, and in this step 403, the Φ-axis speed Vw becomes l'
It is determined whether the MJ level determination Uha f5 speed is smaller than the speed Vsm. If it is determined that Vw is larger than Vsm, that is, the running state is at the [1-N level, the determination result of this step 403 is rNOj'c, so this routine is executed without any other processing. Extract.

Step 4 where its IVW is 6 less than VSm
Since the determination result of 03 is reversed to r' Y E S j, the process proceeds to step 404, and in step 407I, the data status flag sb is set to "→1", that is, the value of sb becomes "1". This indicates that the driving state has shifted to the "M" level. Next, proceed to Slap/1.05, and in this step 4.05, it is determined whether VW is "L" level judgment base 4 (speed 1 good VSIJ, small or cup). If it is equal to or higher than Vs1, the determination result at step 405 is rNOJ, and this routine is exited by 1&+ without any other processing.

On the other hand, if Vw is smaller than V sl,1 at this point, the process proceeds to step 406, and this smooth tube 40
At G, sb is further incremented by "+1", and the value of sb becomes "2". That is, it is shown that the J: running state of the ship "2" in sb is at the "L" level T:.

When the running state shifts from the rNJ level to the rMJ level, 1. ,: In the processing of this routine immediately after, since the determination result of step 402 is I' N OJ, step /I07 is executed next, and in this step 407 it is determined whether sb is [1] or not. It will be judged.

Since 31+ is 11"C, the determination result in step 407 is IYFSJ. Next, in step 7108, it is determined whether V~y is smaller than VSIJ. At this point, Vw is greater than or equal to Vs1. Then, the result of this judgment is +' N OJ, and then the step /l
04. ), and in step 409, it is determined whether the middle wheel acceleration claw holder W is [1('') level determination base t(1, acceleration G1-1, whether it is old or old. If cvw is ('+111 me), the judgment result of step 409 of C will be l NOj and 4f reholoutine will be extracted.

After I, the judgment result of STETSUNO/'lO8 is reversed to I' Y I3S J, although it becomes smaller than V~V/JKVSI. ) is set to "→=1", and 1111 of sb shifts to "2". That is, traveling υ (state is rMJ
This indicates that the level has shifted to the "l-" level.

Also, when the driving condition is at the "M" level, the VW is G1.
Since the judgment result of Dodzubara Suftsuno 409, which is larger than -1, is reversed to rYEsJ, Sb is r-i,
+, and the value of S11 becomes [0]. In other words, it is indicated that the running state has shifted from the rMJ level to the "11" level.

The processing of this routine when the running state is shown to be at the "J level" is that since the judgment results of steps 402 and 407 are both rNOJ, step 411 is executed and this step 411 is set to Sb. It is determined whether there is r 2 J-C or not, and if it is J, it is determined whether the running state is at the l' L J level or a cup.As mentioned above, the running state is I'
1. Since it is a rubel, the judgment result of this slap/111 is G; It is determined whether or not.

If VW is less than VSII, this step 412
The determination result is rNOJ, and this routine is processed ().

After VW becomes larger than Vsh, this slap/
112 Judgment 1. The end is reversed to r Y fE S J, and then step /11o is executed and sb becomes "-11 and s
(11°) is converted to rIJ. In other words, it is shown that the running state has shifted from the "1-" level to the rMJ level.

In this way, in the N level determination means, the wheel speed V w
and μ level judgment base t'l': Speed 1a V Sh,y
Various comparisons such as s+n, ySl, etc., and Φ wheel acceleration VW and μ
For level determination! ;! Based on the comparison with the quasi-acceleration G1-1, it indicates the N level and increments the value of the flag sb> I
-, decrement 1 to JW L/, it is determined whether the running state is at the r' l-I J level, the rMJ level, or the 11-j level.

FIG. 9 shows the movement 1'1 by the above-mentioned N level determining means.
A waveform diagram is shown for easy-to-understand explanation.

As shown in FIG. 9, the control interval is 13 at f1 and is in a running state (
When it is determined that the speed (N level) is at the t'l-N level, the control is started, and the wheel speed VW decreases as shown by the broken line in the figure, and the reference speed energization m for determining the rMl level is set at the time ta. When it starts to waver, it is judged that the N level has shifted to the rMJ level, and the VW further decreases to “1-
'' When the level determination reference speed VS1 is crossed at time tb, the N level is shifted to the rLJ level. After that, the wheel speed yw increases due to the play = V loosening, and at time tc, d3 is reached, and the base for determining the start of decompression tlI - speed VSb
Good J: Next time (YoN level is 1゛M)
level, and then the wheel acceleration 9W is r l-I
When the acceleration becomes lower than the reference acceleration G1-1 for determining the J level, the N level shifts to r1-1 and then to the I level. The solid line waveforms of the wheel speed Vw and the wheel acceleration VW in the ninth section J3 correspond to the case where the running state is maintained at the "1" level.

FIG. 10 t is a flowchart 1 which schematically represents a part of the processing contents of the changing means for changing the decompression termination group 19 level of the prairie oil 1 related to the present invention, and the standard quick production calculation in FIG. This corresponds to processing step 105.

In this process, in step 501, start flag 1 is set in J3.
It is determined whether or not -sta is "1".

Before the start of control ta11, this judgment result is rNOJ
Therefore, in step 502, it is determined whether the stop switch 7SW is ON and in step 503, whether the wheel speed (minimum wheel speed VWmin) has once crossed the control start determination speed standard VSS. When the judgment is successful, F sta is set to [1], and the judgment is unsuccessful.
171 +1i'i is for the 50th layer of sub-50th C system 011 start publication 111); mouth 1' speed 1? J V sswoji 1/)
Formula, i.e. Vss--Ks xVsb--△Vs +J
, St) Out-4ru. Here KS is a constant and VS
l and l are the estimated intermediate speeds shut out by the suit knob 104 in Fig. 5, and ΔVS+ is calculated according to the unevenness of the road surface ('
jjj strange (1 "It's the one who takes 1.

- When sta changes from rOJ to 11'' in the start flag after -, the slap 5010 judgment result changes to rYEsJ, so at step 506, 507.5 units, OE'1. . Among these steps, in step 506 d3, the noise countermeasure 4 is set to the quasi-speed VS11 according to the following formula, VS11=
KlI
In step 508, the reference speed 1sm for determining the rMJ level is calculated from the following formula, that is, Vsm=K
mxVsb-ΔV m , and in step 509 r l;L t'
The reference speed VSI for determining the L J level is determined by the following formula, that is, V
sl='Kl xVsb-ΔV1.

FIG. 11 shows the process of changing the end level of decompression according to the driving condition when determining depressurization.

If the pressure is increased and the pressure is increased, this routine is executed without performing any other operations. Next, on the platform with reduced J Emo--C, the running state is 111 in Softub 602.
It is determined whether the level is J or not, and if it is 1-LI J level C, this routine is exited as is.

-B1rllJ level (・If it is determined that there is no i'1, go to step 603 -c11 i1 Reno 11 speed.2
is changed to the following formula, i.e., G −z = (, i 2 F Δ G 2, ”, S0゛2. Then, in step 60/1,
It is determined whether or not the state is at the "1-M" level, and if it is at the "M" level, the process proceeds to step 605 (Slow decompression end level is set to G-2 after level switching as described below). - If the power running state is at the "1-j level," switch the C sudden decrease II end level from G1 to G'-2 of level off 1i ff2, such as G1, in step 606, and then step 6 7 to 4 slow decompression Hiiragi T level to G2
Decompression start judgment 11J J,", il' 1 good V
sl+2 cuts 4% EZ>.

In this way, in the decompression mode, the decompression end level is set according to the state of row jk.

12 to 14 are explanatory diagrams for explaining the main operations of the present invention.
A waveform diagram of the wheel speed, wheel acceleration, etc. shown in d3 when the driving condition is at -1j level, Fig. 13 is a similar diagram when the driving state is at the rMJ level, and Fig. 14 is a waveform diagram when the driving state is at the rMJ level.
A similar diagram is shown where the rll level is temporarily determined while at level.

As shown in FIG. 12, the running condition is l'11. If it is temporarily determined to be at the rMJ level when the level is at the level, during this rMJ level determination period, the solenoid SOLM (7) for solenoid/reduction control instructs the reversal from the ON state to the O[F state. , that is, W for instructing the reduction of H
T,+! The i acceleration G2 level is the predetermined 1ii'j [
) will be increased. Therefore, in the rMJ level judgment interval a3, the decompression period is increased and it becomes possible to prevent the occurrence of insufficient loosening.

Further, as shown in FIG. 13, during the period in which the running state is determined to be at the "M" level, at 1'3, the decompression end standard acceleration G2 is determined in the same way as the process described above in FIG. is continuously set to a high level value, so the running condition is r l-
Compared to when it is at the IJ level, the end point is extended, making it possible to prevent wheel locking due to insufficient loosening.

:L7. : As shown in Fig. 14 (when the driving condition is determined to be at the rMJ level, the driving condition is 11 °C).
” level, the decompression end reference acceleration Q2 level is further ^ level compared to the level value when it is at the rMJ level as described above, but the wheel speed is 1. Good Vw is for decompression judgment, 4 semi-fast melon VS1
Immediately end the decompression as soon as it becomes 1 or less (j now J, sea urchin C
Therefore, compared to when the running f-7 state is at the rMJ level, the time at the end of decompression (,1 is further extended, and this I-running state is at the 1-M' level. It is possible to sufficiently prevent the occurrence of Φ-wheel U-tsuku at f'LJ level 11.5, which is likely to occur.

Na J3, Thu'J? In the example, J3 is used, and Ura 1 is determined according to the running condition [the pattern is as shown in FIG. 15].

As explained above, the present invention is based on the basis I((speed), standard acceleration, operated wheel speed, middle wheel acceleration and The μ level is determined by comparing the magnitude of the μ level, and the reduction L1 end reference level of the plani vIIIJ' is changed according to the determined μ level.
When at J level, decompression ends relatively quickly. When it is at the 'i-point, 1M' level, the end point of the decompression is postponed, and when it is at the rLJ level, the end time of the decompression is much closer.

Therefore, according to the present invention, as the driving state changes from the r l-I J level to the r L J level, the brake release period is increased as a result.
It is jiJ III: to sufficiently prevent the middle wheel [1] caused by insufficient loosening at J level or below, and it becomes possible to realize the optimum skid control for all driving conditions.

a3 In the actual egg example mentioned above, the μ level is clr l-
The three stages of IJ level, FM level, and 1- level are determined, and the decompression is completed accordingly.
(Although the level is changed, the present invention is not limited to this only. It is also possible to determine a large number of μ levels and switch the base iI level in accordance with the determination result.

[Brief explanation of drawings]

Fig. 1 is a diagram showing the characteristics of the present invention, Fig. 2 is a system diagram of an embodiment of the anti-skid control head according to the present invention, and Fig. 3 is a schematic diagram of the configuration of the actuator. 4th diagram, diagrams representing the block configuration of the electronic i1+lj circuit and its peripheral circuits, and Figures 5 to 7.
Each figure is a flowchart for explaining the processing operation, and FIG. 5 shows the main routine, FIG. 6 shows the timer interrupt routine, and FIG. 7 shows the vehicle speed interrupt routine. FIG. 8 shows the μ level determining means according to the present invention]! I + represents the contents of the flowchart 11-1, Fig. 9 (J).
3 and 11 are flowcharts 1--1-1 and 12, respectively, representing the processing contents of the changing means section related to the present invention.
Figures 14 to 14 are timetables 1 to 1 for conceptually explaining the control and operation, and Figure 15 is for the running conditions. Zeta oil 13: A diagram showing the pattern is shown. il,...,b...adjustment member C1...,
d...Vehicle speed hinge e...Control 11 circuit [...Wheel speed/acceleration 1 control means 9...
... Judgment means 11 ... Changing means agent Ben Sokudo Seitate Tsutomu Haka 1 person Figure 1 ■ Figure 2 Figure 3 77, 78.19 / Figure 7 Figure 8 Figure 9 μ Rem 1 HL M # Fig. 10 Fig. 11 Fig. 12 Fig. 13 Fig. 14

Claims (1)

[Scope of Claims] An adjustment member that automatically adjusts the brake oil pressure in response to an electric signal, a medium speed sensor that generates a signal corresponding to the wheel speed, and a (M) sensor from the medium speed sensor (j). Receive f3 (J Brake oil pressure control drive 1i according to vehicle running condition! ”-
In the amplifier skid control device, which includes a control circuit that outputs 3 to the adjustment member 1, which controls at least the wheel speed/acceleration calculation means, the control circuit includes a control circuit that controls the friction between the road surface and the tie 1. The reference energization for estimating the coefficient μ is based on i1 (acceleration; above wheel speed/addition).The wheel speed used for the C line is 1, middle wheel + J1. A lower determination stage for determining the μ level by comparing the magnitudes of 1 speed and 1st inclination, and a changing means for changing the decompression end reference level of the brake curve according to the μ level determined by the determination means. An anti-skid control device characterized by: